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Active skin-friction reduction in a turbulent boundary layer (TBL) is experimentally studied based on time-periodic blowing through one array of streamwise slits. The control parameters investigated include the blowing amplitude A+ and frequency f+, which, expressed in wall units, range from 0 to 2 and from 0.007 to 0.56, respectively. The maximum local friction reduction downstream of the slits reaches more than 70 %; friction does not fully recover to the state of the natural TBL until 500 wall units behind the slits. A positive net power saving is possible, and 4.01 % is measured with a local friction drag reduction (DR) of 49 %. A detailed analysis based on hot-wire, particle image velocimetry and smoke-wire flow visualization data is performed to understand the physical mechanisms involved. Spectral analysis indicates weakened near-wall large-scale structures. Flow visualizations show stabilized streaky structures and a locally relaminarized flow. Two factors are identified to contribute to the DR. Firstly, the jets from the slits create streamwise vortices in the near-wall region, preventing the formation of near-wall streaks and interrupting the turbulence generation cycle. Secondly, the zero-streamwise-momentum fluid associated with the jets also accounts for the DR. A closed-loop opposing control system is developed, along with an open-loop desynchronized control scheme, to quantify the two contributions. The latter is found to account for 77 % of the DR, whereas the former is responsible for 23 %. An empirical scaling of the DR is also proposed, which provides valuable insight into the TBL control physics.

The interactions between a solid surface and a fluid flow underlie dynamical processes relevant to air, sea, and land vehicle performance and numerous other technologies. Key among these processes are unstable flow disturbances that contribute to fundamental transformations in the flow field. Precise control of these disturbances is possible by introducing a phononic subsurface (PSub). This comprises locally attaching a finite phononic structure nominally perpendicular to an elastic surface exposed to the flowing fluid. This structure experiences ongoing excitation by an unstable flow mode, or more than one mode, traveling in conjunction with the mean flow. The excitation generates small deformations at the surface that trigger elastic wave propagation within the structure, traveling away from the flow and reflecting at the end of the structure to return to the fluid-structure interface and back into the flow. By targeted tuning of the unit-cell and finite-structure characteristics of the PSub, the returning waves may be devised to resonate and reenter the flow out of phase, leading to significant destructive interference of the continuously incoming flow waves near the surface and subsequently to their attenuation over the spatial extent of the control region. This entire mechanism is passive, responsive, and engineered offline without needing coupled fluid-structure simulations; only the flow instability’s frequency, wavelength, and overall modal characteristics must be known. Disturbance stabilization in a wall-bounded transitional flow leads to delay in laminar-to-turbulent transition and reduction in skin-friction drag. Destabilization is also possible by alternatively designing the PSub to induce constructive interference, which is beneficial for delaying flow separation and enhancing chemical mixing and combustion. In this paper, we present a PSub in the form of a locally resonant elastic metamaterial, designed to operate in the elastic subwavelength regime and hence being significantly shorter in length compared to a phononic-crystal-based PSub. This is enabled by utilizing a sub-hybridization resonance. Using direct numerical simulations of channel flows, both types of PSubs are investigated, and their controlled spatial and energetic influence on the wall-bounded flow behavior is demonstrated and analyzed. We show that the PSub’s effect is spatially localized as intended, with a rapidly diminishing streamwise influence away from its location in the subsurface.

Dimples are small concavities imprinted on a flat surface, known to affect heat transfer and also flow separation and aerodynamic drag on bluff bodies when acting as a standard roughness. Recently, dimples have been proposed as a roughness pattern that is capable of reducing the turbulent drag of a flat plate by providing a reduction of skin friction that compensates the dimple-induced pressure drag and leads to a global benefit. The question whether dimples do actually work to reduce friction drag is still unsettled. In this paper, we provide a comprehensive review of the available information, touching upon the many parameters that characterize the problem. A number of reasons that contribute to explaining the contrasting literature information are discussed. We also provide guidelines for future studies by highlighting key methodological steps required for a meaningful comparison between a flat and dimpled surface in view of drag reduction.

This work explores experimentally the control of a turbulent boundary layer over a flat plate based on wall perturbation generated by piezo-ceramic actuators. Different schemes are investigated, including the feed-forward, the feedback, and the combined feed-forward and feedback strategies, with a view to suppressing the near-wall high-speed events and hence reducing skin friction drag. While the strategies may achieve a local maximum drag reduction slightly less than their counterpart of the open-loop control, the corresponding duty cycles are substantially reduced when compared with that of the open-loop control. The results suggest a good potential to cut down the input energy under these control strategies. The fluctuating velocity, spectra, Taylor microscale and mean energy dissipation are measured across the boundary layer with and without control and, based on the measurements, the flow mechanism behind the control is proposed.

To meet the underwater drag reduction needs in engineering applications, one can draw on the drag reduction strategies of marine animals such as sharks, utilizing their surface groove structures and the secretion of viscoelastic drag-reducing mucus to achieve drag reduction effects. However, in the field of engineering research, efficient and accurate simulation methods for viscoelastic fluid flow are relatively scarce. There is an urgent need to develop efficient numerical simulation methods for viscoelastic fluids, and to analyse the drag reduction characteristics of the coupling between surface grooves and drag-reducing agents. Through large eddy simulation and re-development of the ANSYS Fluent platform, efficient and accurate simulation of viscoelastic fluid flow as well as wall infiltration method has been successfully realized. Quantitative analysis of drag reduction characteristics of surface structures and viscoelastic fluid additives within the Reynolds number range of 4×104 to 4×105 has been conducted. Moreover, the synergistic effect of micro-grooves and drag reducer infiltration on drag reduction has been deeply explored. It is found that the maximum drag reduction by the groove surface solely is below 20%, whilst the maximum drag reduction by viscoelastic drag-reducing agent infiltration on the smooth flat plate is up to 28.9%. Notably, when combining the groove structure with drag-reducing agent infiltration, the maximum drag reduction reaches up to approximately 70%. The mechanism for the drag reducing effect is analysed from the aspects of vortex structure evolution on the wall, velocity profile and drag-reducing agent diffusion. This establishes an efficient and accurate simulation method for viscoelastic fluid flow suitable for engineering research, providing an important reference and foundation for underwater drag reduction studies.

Variation in flow direction requires extensive consideration in the practical application of riblet surfaces. However, studies scarcely examine the impact of flow angle α for riblet, which is usually adopted to reduce flow drag. Accordingly, this research conducted large eddy simulation for a wide range of flow angles. We explored the effect of 0° to 90° flow angle on the surface drag change of triangular riblet. The time-averaged statistical data and instantaneous flow details indicated that skin friction is decreased with the increase in α. However, pressure drag increased much faster than the friction decrease. Result revealed that skin friction reduction by 4.537% is obtained when α=0°, and it inhibits turbulence in the spanwise direction. When α≈20°, the total drag reduction disappeared. Within this range, the deviation angle showed little influence on the total drag reduction. When α=90°, skin friction is reduced by 73.3%; however the pressure drag and total drag increased, accompanied by an increased turbulence. The flow must be nearly parallel to the riblet to achieve drag reduction. Otherwise, the transverse riblet is an effective method to increase the drag.

Cell adhesion to and detachment from the endothelium plays an essential role in numerous biological processes such as cancer cell metastasis, cell migration, and cell–cell communication. However, little is known about the effect of cell shape and orientation on the drag force leading to cell detachment. To further investigate these factors, we cultured cancer cells in a microfluidic channel, and recorded the shape and orientation of the cells under constant fluid flow rate. Results showed that cell morphology varied dynamically with respect to time. In particular, we discovered two distinct shapes of cells at the moment of detachment: the circular shape, and the elongated shape whose long axis is perpendicular to the flow. Based on the experimental observations, we designed and reconstructed two cellular solid models (a hemispherical model and an elongated model) to calculate the drag force using a finite-element method. The hemispherical model yielded much higher pressure drag force than that of the elongated models irrespective of orientation, though the total drag force of the hemispherical model was slightly lower. We also examined the effect of the orientation on the drag force using five different orientations to the flow. The cells of which the long axes were perpendicular to the flow exhibited larger pressure drag force than cells oriented in other directions, though the friction drag force was comparable. In summary, when cells detach from the surface, the fraction of the pressure force becomes larger, demonstrating the determinative role of cell adhesion and/or detachment. Significantly, our observation that two cancer cell subpopulations exist exhibiting different morphological dynamics and required drag forces for detachment implies redundant mechanisms for cancer cells to achieve the transition from the adherent type to the circulating type during metastasis.

Simulations and experiments at low Reynolds numbers have suggested that skin-friction drag generated by turbulent fluid flow over a surface can be decreased by oscillatory motion in the surface, with the amount of drag reduction predicted to decline with increasing Reynolds number. Here, we report direct measurements of substantial drag reduction achieved by using spanwise surface oscillations at high friction Reynolds numbers ( Re τ ) up to 12,800. The drag reduction occurs via two distinct physical pathways. The first pathway, as studied previously, involves actuating the surface at frequencies comparable to those of the small-scale eddies that dominate turbulence near the surface. We show that this strategy leads to drag reduction levels up to 25% at Re τ = 6,000, but with a power cost that exceeds any drag-reduction savings. The second pathway is new, and it involves actuation at frequencies comparable to those of the large-scale eddies farther from the surface. This alternate pathway produces drag reduction of 13% at Re τ = 12,800. It requires significantly less power and the drag reduction grows with Reynolds number, thereby opening up potential new avenues for reducing fuel consumption by transport vehicles and increasing power generation by wind turbines. The speed and efficiency of transportation and energy systems, including airplanes, ships, and wind turbines can be limited by skin-friction drag. The authors describe a pathway to drag reduction by controlling the large-scale turbulent eddies occurring away from the surface for improved function.

We investigate turbulent flow over streamwise-aligned riblets (grooves) of various shapes and sizes. Small riblets with spacings of typically less than $20$ viscous units are known to reduce skin-friction drag compared to a smooth wall, but larger riblets allow inertial-flow mechanisms to appear and cause drag reduction to break down. One of these mechanisms is a Kelvin–Helmholtz instability that García-Mayoral & Jiménez (J. Fluid Mech., vol. 678, 2011, pp. 317–347) identified in turbulent flow over blade riblets. In order to evaluate its dependence on riblet shape and thus gain a broader understanding of the underlying physics, we generate an extensive data set comprising 21 cases using direct numerical simulations of fully developed minimal-span channel flow. The data set contains six riblet shapes of varying sizes between maximum drag reduction and significant drag increase. Comparing the flow fields over riblets to that over a smooth wall, we find that in this data set only large sharp-triangular and blade riblets have a drag penalty associated with the Kelvin–Helmholtz instability and that the mechanism appears to be absent for blunt-triangular and trapezoidal riblets of any size. We therefore investigate two indicators for the occurrence of Kelvin–Helmholtz rollers in turbulent flow over riblets. First, we confirm for all six riblet shapes that the groove cross-sectional area in viscous units serves as a proxy for the wall-normal permeability that is necessary for the development of Kelvin–Helmholtz rollers. Additionally, we find that the occurrence of the instability correlates with a high momentum absorption at the riblet tips. The momentum absorption can be qualitatively predicted using Stokes flow.

A significant amount of the fuel consumed by marine vehicles is expended to overcome skin-friction drag resulting from turbulent boundary layer flows. Hence, a substantial reduction in this frictional drag would notably reduce cost and environmental impact. Superhydrophobic surfaces (SHSs), which entrap a layer of air underwater, have shown promise in reducing drag in small-scale applications and/or in laminar flow conditions. Recently, the efficacy of these surfaces in reducing drag resulting from turbulent flows has been shown. In this work we examine four different, mechanically durable, large-scale SHSs. When evaluated in fully developed turbulent flow, in the height-based Reynolds number range of 10 000 to 30 000, significant drag reduction was observed on some of the surfaces, dependent on their exact morphology. We then discuss how neither the roughness of the SHSs, nor the conventional contact angle goniometry method of evaluating the non-wettability of SHSs at ambient pressure, can predict their drag reduction under turbulent flow conditions. Instead, we propose a new characterization parameter, based on the contact angle hysteresis at higher pressure, which aids in the rational design of randomly rough, friction-reducing SHSs. Overall, we find that both the contact angle hysteresis at higher pressure, and the non-dimensionalized surface roughness, must be minimized to achieve meaningful turbulent drag reduction. Further, we show that even SHSs that are considered hydrodynamically smooth can cause significant drag increase if these two parameters are not sufficiently minimized.